US5596956A - Electromagnetically driven valve control system for internal combustion engines - Google Patents

Electromagnetically driven valve control system for internal combustion engines Download PDF

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Publication number
US5596956A
US5596956A US08/573,439 US57343995A US5596956A US 5596956 A US5596956 A US 5596956A US 57343995 A US57343995 A US 57343995A US 5596956 A US5596956 A US 5596956A
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Prior art keywords
valve
engine
detecting
time period
starting
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Expired - Fee Related
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US08/573,439
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English (en)
Inventor
Ken Ogawa
Kei Machida
Hiroshi Sono
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Honda Motor Co Ltd
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Honda Motor Co Ltd
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Priority claimed from JP6333927A external-priority patent/JP2978962B2/ja
Priority claimed from JP6333926A external-priority patent/JP2978961B2/ja
Application filed by Honda Motor Co Ltd filed Critical Honda Motor Co Ltd
Assigned to HONDA GIKEN KOGYO KABUSHIKI KAISHA reassignment HONDA GIKEN KOGYO KABUSHIKI KAISHA ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: MACHIDA, KEI, OGAWA, KEN, SONO, HIROSHI
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/042—Introducing corrections for particular operating conditions for stopping the engine
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L9/00—Valve-gear or valve arrangements actuated non-mechanically
    • F01L9/20—Valve-gear or valve arrangements actuated non-mechanically by electric means
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/0203—Variable control of intake and exhaust valves
    • F02D13/0215—Variable control of intake and exhaust valves changing the valve timing only
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/08—Circuits or control means specially adapted for starting of engines
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0002—Controlling intake air
    • F02D2041/001—Controlling intake air for engines with variable valve actuation
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/06—Introducing corrections for particular operating conditions for engine starting or warming up
    • F02D41/062—Introducing corrections for particular operating conditions for engine starting or warming up for starting
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N2300/00—Control related aspects of engine starting
    • F02N2300/20—Control related aspects of engine starting characterised by the control method
    • F02N2300/2011—Control involving a delay; Control involving a waiting period before engine stop or engine start
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

Definitions

  • This invention relates to an electromagnetically driven valve control system for internal combustion engines, and more particularly to an electromagnetically driven valve control system of this kind, which controls intake valves and/or exhaust valves of the engine, which are electromagnetically driven.
  • a basic construction of an internal combustion engine having intake valves and/or exhaust valves of a electromagnetically driven type is disclosed by U.S. Pat. No. 3,882,833, in which the intake and/or exhaust valves are driven by springs and solenoids.
  • a control system for an internal combustion engine of this kind which employs the above basic construction is conventionally known, for example, from Japanese Laid-Open Patent Publication (Kokai) No. 2-112606, which is capable of changing the output timing of driving signals supplied to valve-driving solenoids according to the rotational speed of the engine.
  • an electromagnetically driven valve for use in the above basic construction has also been proposed, for example, by U.S. Pat. No. 5,222,714, which has an electromagnetic driving mechanism thereof improved such that an electromagnetic force required of the solenoid is reduced to the minimum.
  • none of the above proposed techniques contemplate the relationship between the timing of the stopping of the supply of electric power to the solenoids of the intake valves and exhaust valves and the positions of the respective pistons within the combustion chambers at the time of turning-off of the ignition switch of the engine.
  • the supply of electric power to the solenoids can be stopped before the engine is completely stopped and consequently intake valves and/or exhaust valves can unfavorably collide with pistons within combustion chambers, which can lead to breakage of the valves and/or engine components.
  • It is a second object of the invention is to provide an electromagnetically driven valve control system for the engines, which is capable of suitably controlling the operations of the electromagnetically driven intake valves and/or exhaust valves when the ignition switch of the engine is turned off, to thereby prevent collision of the valves with the pistons of the engine and breakage of the valves and engine components.
  • a third object of the invention is to easily detect failure of electromagnetically driving mechanisms for driving intake valves and/or exhaust valves of internal combustion engines.
  • an electromagnetically driven valve control system for an internal combustion engine having at least one intake valve and at least one exhaust valve, and starter means for starting cranking of the engine comprising:
  • electromagnetic driving means for electromagnetically driving at least one of the at least one intake valve and the at least one exhaust valve
  • starting signal-detecting means for detecting a starting signal indicative of starting of the cranking of the engine
  • timer means for measuring a time period elapsed after the starting signal is detected
  • starter operation-inhibiting time period-setting means for setting an inhibiting time period over which operation of the starter means is inhibited
  • valve-closing control means responsive to detection of the starting signal for driving the at least one of the at least one intake valve and the at least one exhaust valve in a valve closing direction;
  • starter operation-permitting means for permitting operation of the starter means when the time period elapsed after detection of the starting signal exceeds the inhibiting time period.
  • the at least one intake valve and the at least one exhaust valve each include solenoid means having at least one coil
  • the electromagnetically driven valve control system including a battery, battery voltage-detecting means for detecting output voltage of the battery, temperature-detecting means for detecting temperature of the coil of the solenoid means, the starter operation-inhibiting time period-setting means setting the inhibiting time period, based on the detected output voltage of the battery and the detected temperature of the coil.
  • the starter operation-inhibiting time period-setting means sets the inhibiting time period to a larger value as the detected output voltage of the battery is lower or the detected temperature of the coil is higher.
  • an electromagnetically driven valve control system for an internal combustion engine having at least one intake valve and at least one exhaust valve, and starter means for starting cranking of the engine comprising:
  • electromagnetic driving means for electromagnetically driving at least one of the at least one intake valve and the at least one exhaust valve
  • starting signal-detecting means for detecting a starting signal indicative of starting of the cranking of the engine
  • closure-detecting means for detecting a closed state of the at least one of the at least one intake valve and the at least one exhaust valve
  • valve-closing control means responsive to detection of the starting signal for driving the at least one of the at least one intake valve and the at least one exhaust valve in a valve closing direction;
  • starter-operation permitting means responsive to detection of the closed state of the at least one of the at least one intake valve and the at least one exhaust valve, for permitting operation of the starter means.
  • an electromagnetically driven valve control system for an internal combustion engine having at least one intake valve and at least one exhaust valve, and starter means for starting cranking of the engine comprising:
  • electromagnetic driving means for electromagnetically driving at least one of the at least one intake valve and the at least one exhaust valve
  • starting signal-detecting means for detecting a starting signal indicative of starting of the cranking of the engine
  • closure-detecting means for detecting a closed state of the at least one of the at least one intake valve and the at least one exhaust valve
  • timer means for measuring a time period elapsed after the starting signal is detected
  • starter operation-inhibiting time period-setting means for setting an inhibiting time period over which operation of the starter means is inhibited
  • valve-closing control means responsive to detection of the starting signal for driving the at least one of the at least one intake valve and the at least one exhaust valve in a Valve closing direction;
  • failure-determining means for determining that abnormality occurs in the electromagnetic driving means, if the at least one of the at least one intake valve and the at least one exhaust valve is not in the closed state when the time period has elapsed after detection of the starting signal exceeds the inhibiting time period.
  • the at least one intake valve and the at least one exhaust valve each include solenoid means having at least one coil
  • the electromagnetically driven valve control system including a battery, battery voltage-detecting means for detecting output voltage of the battery, temperature-detecting means for detecting temperature of the coil of the solenoid means, the starter operation-inhibiting time period-setting means setting the inhibiting time period, based on the detected output voltage of the battery and the detected temperature of the coil.
  • the starter operation-inhibiting time period-setting means sets the inhibiting time period to a larger value as the detected output voltage of the battery is lower or the detected temperature of the coil is higher.
  • an electromagnetically driven valve control system for an internal combustion engine having at least one intake valve, and at least one exhaust valve comprising:
  • electromagnetic driving means for electromagnetically driving at least one of the at least one intake valve and the at least one exhaust valve
  • control means for delivering a control signal to the electromagnetic driving means to control same
  • electric power supply means for supplying electric power to the control means
  • stoppage signal-detecting means for detecting a stoppage signal indicative of stoppage of the engine
  • vehicle speed-detecting means for detecting traveling speed of a vehicle in which the engine is installed
  • engine speed-detecting means for detecting rotational speed of the engine
  • timer means for measuring a time period elapsed after the detected traveling speed of the vehicle drops below a predetermined vehicle speed and at the same time the detected rotational speed of the engine drops below a predetermined rotational speed after detection of the stoppage signal;
  • valve-closing control means responsive to detection of the stoppage signal for driving the at least one of the at least one intake valve and the at least one exhaust valve in a valve closing direction;
  • electric power supply-interrupting means for interrupting supply of electric power to the control means when the time period measured by the timer means exceeds a predetermined time period.
  • the predetermined vehicle speed is equal to or close to 0 km/h.
  • the predetermined rotational speed is equal to or close to 0 rpm.
  • the predetermined time period has a fixed value.
  • the predetermined time period may have a variable value dependent upon a rate of change in the rotational speed of the engine occurring after detection of the stoppage signal and until the rotational speed of the engine drops to the predetermined rotational speed.
  • FIG. 1 is a longitudinal sectional view showing the construction of an electromagnetically driven intake valve which is controlled by an electromagnetically driven valve control system according to an embodiment of the invention
  • FIG. 2 is a schematic diagram showing the whole arrangement of the electromagnetically driven control system according to the embodiment
  • FIG. 3 is a flowchart showing a program for controlling the starting timing of cranking of the engine
  • FIG. 4A shows a table used for determining a reference value nSTBASE of a delay count of a down-counting timer
  • FIG. 4B shows a table used for determining a correction coefficient KTCOIL for correcting the reference value nSTBASE;
  • FIG. 5 is a flowchart showing a program for controlling the starting timing of cranking of the engine according to another embodiment of the invention.
  • FIG. 6 is a flowchart showing a program for controlling the stopping timing of the supply of electric power to an energization time/timing control section of the control system, according to a further embodiment of the invention.
  • FIG. 1 there is illustrated the construction of an electromagnetically driven intake valve 10 employed in an electromagnetically driven valve control system according to an embodiment of the invention.
  • the intake valve 10 is comprised of a valve element 2 which has a valve stem 2a with a magnetic element 4 as an armature secured thereon, and a valve driving section 1 for driving the valve element 2.
  • the intake valve 10 is mounted in a head of a cylinder block of an internal combustion engine at a location above a combustion chamber C in such a fashion that the valve element 2 is slidably fitted through a valve guide 3, for opening and closing an intake port 8 opening into the combustion chamber C.
  • An exhaust valve of the engine, not shown, has the same construction as above, and is mounted in the head of the cylinder block of the engine at a location above the combustion chamber C for opening and closing an exhaust port, not shown, of the combustion chamber C.
  • the valve driving section 1 is comprised of two solenoids (electromagnets) which are opposed to each other in the longitudinal direction, i.e. a closing solenoid 5 for biasing the valve element 2 in a valve closing direction and an opening solenoid 6 for biasing the valve element 2 in a valve opening direction, and a spring means 7 interposed between the closing solenoid 5 and the valve guide 3.
  • the closing solenoid 5 is comprised of a coil 5a and a core member 5b
  • the opening solenoid 6 is comprised of a coil 6a and a core member 6b.
  • the spring means 7 is comprised of a first coiled spring 7a interposed between the core member 5b and the armature 4, and a second coiled spring 7b interposed between the armature 4 and the core member 6b, the first and second springs 7a, 7b being disposed such that the biasing force of the spring means 7 becomes zero when the armature 4 is positioned in a balanced or neutral position BP.
  • the spring means 7 acts to bias the valve element 2 in the valve opening direction when the armature 4 is positioned upward of the neutral position BP as viewed in the figure, and it acts to bias the valve element 2 in the valve closing direction when the armature 4 is position downward of the neutral position BP.
  • the valve element 2 moves between a fully closed position in which the the valve element 2 fully closes the intake port 8, and a fully open position in which the lift of the valve element 2 is the maximum.
  • the valve element 2 is positioned in the neutral position BP intermediate between the fully closed position and the fully open position.
  • FIG. 2 schematically shows the whole arrangement of the control system according to the embodiment, incorporating the above described intake valve 10.
  • the valve driving section 1 of the intake valve 10 is provided with a position sensor 11 for detecting the position of the armature 4, and a temperature sensor 12 for detecting the temperature TCOIL of the opening solenoid 6, signals indicative of the respective detected parameter values being supplied via an input/output interface 13 to a CPU (central processing unit) 16 as well as to an energization time/timing control circuit section 14.
  • sensors 21 for detecting various parameters including the engine rotational speed NE, intake pipe absolute pressure PBA, engine coolant temperature TW, intake temperature TA, battery voltage BV, the vehicle speed VS of a vehicle in which the engine is installed, crankshaft rotational angle, and on/off states of an ignition switch of the engine, not shown, and supplying electric signals indicative of the respective detected parameter values to the CPU 16 and the energization time/timing control circuit section 14. Also connected via a driver 23 to the input/output interface 13 is a starter 22.
  • a ROM 17 storing operational programs, etc. which are executed by the CPU 16, and a RAM 18 for storing data of results of calculations, detected parameter data from the sensors, etc.
  • a timer counter 19 functioning as a timer is connected to the energization time/timing control circuit section 14. The timer counter 19 is also connected to the CPU 16 to have its count value set by the CPU 16.
  • the energization time/timing control circuit section 14 is connected to a driver circuit 15 which is comprised of a closing solenoid-driving circuit 15a connected to the coil 5a of the closing solenoid 5 and an opening solenoid-driving circuit 15b connected to the coil 6a of the opening solenoid 6.
  • a battery 20 is connected to the driver circuit 15 which is supplied with electric power therefrom.
  • the control circuit section 14 controls the supply of electric current to the coils 5a and 6a to energize or deenergize the same.
  • components circuits other than the driver circuit 15 including the CPU 16, ROM 17, input/output interface 13, etc. are supplied with supply voltage from the battery 20 via power circuits, not shown.
  • the interrupting timing of supply of the supply voltage (electric power) to the control circuit section 14 is controlled by the CPU 16, as described hereinafter.
  • the engine to which is applied the present embodiment is a four-cylinder engine in which each cylinder is provided with two intake valves and two exhaust valves, and therefore totally 16 electromagnetically driven valves are used.
  • the energization time/timing control circuit section 14, driver circuit 15, and timer counter 19 are provided for each of the 16 valves.
  • the CPU 16 determines the opening timing and closing timing of each of the intake and exhaust valves in response to input signals from the above various sensors, to thereby set the timer counter 19 for each of the intake and exhaust valves. Further, the CPU 16 controls the starting timing of the cranking of the engine, as described hereinbelow, as well as the interrupting timing of the supply of supply voltage to the control circuit section 14 at the time of turning-off of the ignition switch.
  • FIG. 3 shows a program for controlling the starting timing of the cranking of the engine. This program is started immediately after initialization of the CPU 16 and executed by the CPU 16 at predetermined time intervals (e.g. 40 msec).
  • FIG. 3 as well as FIGS. 5 and 6, referred to hereinafter, are expressed in a program notation defined according to JIS X0128, i.e. in SPD (Structured Programming Diagrams).
  • a step S1 it is determined whether or not an IG flag FLGIGON is set to "1" and at the same time a timer flag FLGSTT is set to "1".
  • the IG flag FLGIGON indicates that the ignition switch has been turned on, when set to "1".
  • the timer flag FLGSTT indicates that a down-counting timer nSTT which is to be set at a step S8, referred to hereinafter, has completed its setting, when set to "1".
  • FLGSTT 0 holds, and then steps S6 to S11 are executed, followed by terminating the present program.
  • a VB-nSTBASE table is retrieved according to the battery voltage VB, to determine a reference value nSTBASE of a delay count value corresponding to a delay time or time lag from the time valve-closing command signals are output to all the intake valves and exhaust valve to the time all the intake valves and exhaust valves actually complete their closing actions.
  • the VB-nSTBASE table is set, for example, as shown in FIG. 4A, such that the higher the battery voltage VB, the smaller the reference value nSTBASE.
  • a TCOIL-KTCOIL table is retrieved according to the coil temperature TCOIL of the solenoid 6, to determine a correction coefficient KTCOIL for correcting the reference value nSTBASE.
  • the TCOIL-KTCOIL table is set, for example, as shown in FIG. 4B, such that the higher the coil temperature TCOIL, the larger the correction coefficient KTCOIL.
  • the highest temperature value of the outputs from the temperature sensors 12 provided at the 16 valves is selected, for example.
  • the delay count value nSTT is calculated by the use of the following equation (1):
  • the timer flag FLGSTT is set to "1"
  • a valve-closing flag FLGEVAC which indicates that valve-closing command signals are to be output to the intake valves and exhaust valves, when set to "1", is set to "1" at the step S10.
  • a cranking-permitting flag FLGCRK which indicates that the cranking operation of the engine is to be permitted, when set to "1", is set to "0" at the step S11, followed by terminating the present program.
  • the delay time is set according to the battery voltage VB and the coil temperature TCOIL when the valve-closing command signals for all the intake valves and exhaust valves have been output, and the cranking operation of the engine is permitted after the set delay time has elapsed. Therefore, only after completion of closing operations of all the intake valves and exhaust valves, the cranking operation of the engine is started, and as a result, the intake valves and exhaust valves can be prevented from colliding with the pistons, etc., ensuring positive starting of the engine.
  • FIG. 5 shows a program for controlling the starting timing of the cranking of the engine, according to another embodiment of the invention.
  • the present program is started immediately after initialization of the CPU 16 and executed by the CPU 16 at predetermined time intervals (e.g. 40 msec).
  • the control according to the present embodiment can be realized by the hardware construction of FIG. 2.
  • Steps S21, S22, and S34 to S39 in FIG. 5 are identical with the steps S1, S2, and S6 to S11 in FIG. 3, respectively. More specifically, after the delay count value nSTT of the down-counting timer and the flags FLGSTT, FLGEVAC, and FLGCRK are set at the steps S34 to S39, the nSTT value is decremented at the step S22, followed by the program proceeding to a step S23.
  • step S23 it is determined whether or not a valve-closing completion detection flag FLGINI which indicates that all the intake valves and exhaust valves have completed their valve closing actions, when set to "1", is set to "1".
  • FLGINI 0 holds, and then the program proceeds to a step S25, wherein it is determined whether or not completion of closing of all the intake valves and exhaust valves has been detected. This determination is carried out based on the output from the position sensor 11 provided for each valve.
  • the answer is negative (NO), and therefore the valve-closing completion detection flag FLGINI and the cranking-permitting flag FLGCRK are both set to "0" at respective steps S27 and S28. Then, it is determined at a step S29 whether or not the delay count value nSTT is equal to "0" and at the same time the valve-closing completion detection flag FLGINI is set to "0". In the first loop of execution of the step S29, the answer is also negative (NO), and then the program proceeds to a step S32, wherein the cranking-permitting flag FLGCRK is set to "0", followed by terminating the present program.
  • step S25 If the answer to the question of the step S25 subsequently becomes affirmative (YES), i.e. if completion of closing of all the intake valves and exhaust valves has been detected, the valve-closing completion detection flag FLGINI is set to "1" at a step S26, followed by terminating the program. In the next and subsequent loops, the answer to the question of the step S23 becomes affirmative (YES), and then the cranking-permitting flag FLGCRK is set to "1" at a step S24, to thereby permit starting the cranking operation of the engine.
  • the cranking operation is permitted to be started.
  • the intake valves and exhaust valves can be prevented from colliding with the pistons, to thereby ensure positive starting of the engine.
  • the coil temperature TCOIL is detected by the temperature sensor 12, it may be estimated as a function of the engine coolant temperature TW or the intake temperature TA, or a function of the engine coolant temperature TW and the intake temperature TA.
  • FIG. 6 shows a program for controlling the timing of supply of electric power to the energization time/timing control section 14 at the time of turning-off of the ignition switch of the engine, according to a further embodiment of the invention.
  • This program is executed by the CPU 16 at predetermined time intervals (e.g. 40 msec).
  • the control according to the present embodiment can be realized by the hardware construction of FIG. 2.
  • IG-off flag FLGIGOFF indicates that the ignition switch has been turned off, when set to "1".
  • step S105 it is determined at a step S105 whether or not the engine rotational speed NE is below a predetermined value NESTOP (e.g. equal to 0 rpm or close to 0 rpm) and at the same time the vehicle speed VS is below a predetermined value VSTOP (e.g. equal to 0 km/h or close to 0 km/h). Even if the ignition switch has been turned off, the engine rotational speed NE does not immediately drop to 0 rpm, and therefore in the first loop of execution of the step S105, NE>NESTOP holds, followed by the program proceeding to a step S110.
  • NESTOP e.g. equal to 0 rpm or close to 0 rpm
  • VSTOP e.g. equal to 0 km/h or close to 0 km/h
  • a down-counter nENGSTOP is set to a predetermined time period NENGSTOP, and a supply voltage-interrupting flag FLGECUOFF which indicates that the feeding of the supply voltage to the control circuit section 14 is to be interrupted, when set to "1", is set to "0" at a step S111 to continue the feeding of the supply voltage to the control circuit section 14, followed by terminating the program.
  • step S106 the count value of the counter nENGSTOP is decremented, and then it is determined at a step S107 whether or not the thus decremented count value of the counter nENGSTOP is equal to "0".
  • step S109 the supply voltage-interrupting flag FLGECUOFF is set to "0", to allow the feeding of the supply voltage to be continued, followed by terminating the present routine.
  • step S107 the program proceeds to a step S108, wherein the supply voltage-interrupting flag FLGECUOFF is set to "1", to interrupt the feeding of the supply voltage to the control circuit section 14, followed by terminating the present routine.
  • the valve-closing command signals are delivered to the intake valves and exhaust valves to close them, while the supply voltage is continuously fed to the energization time/timing control circuit section 14 which controls the intake valves and exhaust valves, over the predetermined time period after the engine rotational speed NE drops below the predetermined engine value NESTOP and the vehicle speed VS drops below the predetermined value VSTOP. Therefore, the intake valves and exhaust valves are kept closed after turning-off the ignition switch and until the engine becomes completely stopped. As a result, the intake valves and exhaust valves can be positively prevented from colliding with the pistons.
  • both the intake valves and the exhaust valves are of the electromagnetically driven type, this is not limitative.
  • either the intake valves or the exhaust valves may be formed by valves which are driven by conventional mechanical driving means.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Valve Device For Special Equipments (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
US08/573,439 1994-12-16 1995-12-15 Electromagnetically driven valve control system for internal combustion engines Expired - Fee Related US5596956A (en)

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
JP6-333926 1994-12-16
JP6333927A JP2978962B2 (ja) 1994-12-16 1994-12-16 内燃機関の電磁駆動弁制御装置
JP6333926A JP2978961B2 (ja) 1994-12-16 1994-12-16 内燃機関の電磁駆動弁制御装置
JP6-333927 1994-12-16

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Cited By (53)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5752478A (en) * 1995-01-27 1998-05-19 Honda Giken Kogyo K.K. (Honda Motor Co., Ltd. In English) Control system for internal combustion engines
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US5791305A (en) * 1995-08-18 1998-08-11 Fev Motorentechnik Gmbh & Co Kg Method for monitoring a cylinder valve, actuated via an electromagnetic actuator, in a piston-type internal combustion engine
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US20050279300A1 (en) * 2004-06-21 2005-12-22 Feng Liang Enhanced permanent magnet electromagnetic actuator for an electronic valve actuation system of an engine
US20050279299A1 (en) * 2004-06-21 2005-12-22 Michael Degner Initialization of electromechanical valve actuator in an internal combustion engine
CN103016165A (zh) * 2011-09-21 2013-04-03 通用汽车环球科技运作有限责任公司 均匀点火无凸轮发动机的同时点火两个气缸
CN103016165B (zh) * 2011-09-21 2016-08-24 通用汽车环球科技运作有限责任公司 均匀点火无凸轮发动机的同时点火两个气缸
CN104912712A (zh) * 2014-03-12 2015-09-16 株式会社电装 发动机起动器单元
CN104912712B (zh) * 2014-03-12 2019-05-21 株式会社电装 发动机起动器单元

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DE69515915T2 (de) 2000-12-07
EP0844371A2 (de) 1998-05-27
DE69515915D1 (de) 2000-04-27
EP0844371A3 (de) 1998-07-22
EP0717172B1 (de) 1999-02-10
DE69515914D1 (de) 2000-04-27
EP0844370A2 (de) 1998-05-27
DE69507785D1 (de) 1999-03-25
EP0844371B1 (de) 2000-03-15
EP0844370B1 (de) 2000-03-22
EP0844372A2 (de) 1998-05-27
DE69515707D1 (de) 2000-04-20
DE69515914T2 (de) 2000-12-07
EP0844370A3 (de) 1998-07-22
EP0844372A3 (de) 1998-07-22
DE69515707T2 (de) 2000-11-23
EP0717172A1 (de) 1996-06-19
DE69507785T2 (de) 1999-09-30
EP0844372B1 (de) 2000-03-22

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